University of Puerto Rico Mayaguez Campus Mechanical Engeneering Department

Machine component design

Piston Rod

Reinaldo Santiago Bermudez 802-02-6981 Josue Cortes Irizarry 802-02-1497 Carmen Sanchez 802-03-7593

Title: Connecting Rod Objetives: Description: Our group chose the piston connecting rod because its exposed to a series of loads that can be studied under the concepts of this course. Also because it is a very important component in the operation of automobile engine and it can establish better designs for its construction. The piston connecting rod is connected to the crank shaft, this mean that we denominate connecting rod to a piece that is holds by one of its ends to a piston that makes a straight movement in line, and by the other end to the crank shaft or a wheel, by this manner being capable to transform a alternative movement in a rotational movement. Propose a new mechanic component to analyze the efforts and load that acts on the connecting rod. Analyze how the effort and loads acts to propose a better design of the piece. Learn new study concepts and improve mechanical parts. Analyze the heat effect in this component.

The upper end of the connecting rod articulates whit the bolt of the piston, and its built-in to an antifriction socket to avoid the wearing down caused by the alternative and oscillating movements of the piston. The fabrication of the connecting rods has different materials like steel, aluminum and others. Knowing it operation and of what material we can analyze it to make de tension calculus and the deflection below the static loads. Also realize calculations of the material index, critical sections, life utility and safety factor, etc. It is possible to indicate that its exposed to heat and we will try to see the effect that this cause to our component. By last, our purpose is to analyze the component to propose a better design of this one.

First we begin to find normal stress acting on rings of piston:

Stresses in Piston: Assuming Cast Iron material: E = 100 GPa Ring width = 0.00115m Ring depth = 0.0031m Free ring radius approx. = 45mm Free ring gap approx. = 10mm Angle subtended at center of ring by gap = 10/45 = 0.222radians
d2y =M dx 2

Starting with the bending equation:

EI

Then integrating: EI

dy = Mx + C dx

Length of Beam = 0.09 m Substituting this length for x 0.22 EI = 0.09 M

M = 0.22 EI 0.09 0.22 100 E 9 0.00115 0.00313 = 0.09 12 = 0.222 N m

My 0.222 0.00155 12 = = 120.5MPa I 0.00115 0.00313

Then the maximum stress in the ring is 120 MPa. How the ring encloses the cylinder area we can conclude that the maximum strength executed by the piston is equal to 120 MPa. . Having stress over rings in piston we assumed that the stress acting in rings equals same at surface area on piston because of very low tolerance between cylinder and piston rings, and therefore the pressure done by gas and air during combustion at certain static time is the force acting on piston rod. The relation between the strength and the compressive force acting in the rod is given by:

Dpiston= 75 mm (standard bore of 1.6 honda civic sohc motor) R = (75/2 mm)*(1m/1000mm) = 0.0375 m

P A P = A *

= ( * .0375 2 m) * 120 Mpa P = 532.4kN

This force is concentrate on piston by pressure of explosion by gas and air. We assume that this force is equal in every point of piston surface area, therefore, this force will act directly up on piston rod. Assumptions: a) rectangular neck of piston rod b) angle of 20 after certain time of expansion stroke c) Force acting over piston rod head and compression force of crankshaft under piston rod are equal

Free body diagram:

Bending moment produce by force P represented in the following picture:

The neutral axis and the critical zone we assume at center of rod where probably will be the major deflection: Length of rod is 6 in, critical zone at 3in:

 My = = I

1 (532.4 KNxsen 20 0 )(3in )(0.0254 m / in) x (( )(.0254))m 4 bh 3 (.0254) x (0.5 x.0254) 3 = 12 12

88.11 4.51x10 8

bending = 1954 MPA

Then the torsion due by torque of crankshaft:

In this part we assume that the torsion produce by the rotation of crankshaft will affected directly the rod, and the force of compression is the same of force P acting on head of piston rod by static, the torsion acting on rod produce by crankshaft will be: T = Rcranckshaft * F (compression of crankshaft) = (1.5/2+.5)*0.0254* (532.4KN) = 16.9 KN-m
16.9 KN m * sen 20 * (1.5 / 2in * 0.0254m) T *r = * (1.5 / 2 * 0.254) 4 / 2 J

torsion =

110.14 = 532 MPa 2.07 X 10 7

Selection of materials:
We wanted to select a material that provides an efficient work in common engines and resist heat and misuse. Therefore we wanted to our piece be strong and light. For that requirements and see the tables of function, objective and constraints; we have to maximize (y2/3/). Searching in strength density diagram we choose aluminum alloys, titanium alloys and niquel alloys, also steels. The density of aluminum is less than others and the extrusion production cost also. Our high candidate for material will be aluminum. A high performance engine for racing requires materials that can operate at high temperatures and efforts diminishing at the same time the weight of the motor. In the normal automobiles, often the connecting rods are made of forged steel or a fused iron. We can save a considerable weight when replacing these pieces by titanium. Making a heat treatment for increase hardness of material reduces the speed of growth of any crack by fatigue that could appear.

Our strong candidates for material selection are carbon steel 1030 and aluminum alloy 70-75, the two of them are used in some types of connecting rod and are relatively cheap. We want to be light and strong and to be less cost and light, so we analyze the
2

neck like a beam, so the index to maximize are less cost and light:

y3

for strong and light and

y3
Cm

for

Diagrams used:

Properties for aluminum 70-75 Density = 2.81 g/cc = .102lb/in2 y = 503 MPa
3 3 = y = 503 = 620 .102 2 2

Properties for carbon steel 1030 Density = .284 lb/in2 y = 50 x 103 psi = 345 MPa
y 3 345 3 = = 173.2 .284
2 2

So maximum value is 620, aluminum is the best in this case. (strong vs. light).

In cost vs. light situation:

Aluminum:
2 3 2 3

Acero:

y 503 = = 620 C m .102

2 3 2 3

y 345 = = 173.2 C m .284

For the two cases the relative cost is one because the position of the category of two materials seen in the diagram. In the two cases the maximum value is for aluminum, therefore we have chosen this material to our connecting rod fabrication.

Cyclic component behavior:

Applied Forces:

F max F min 2 Fa = = 1200 lb 0 lb = 600 lb F max F min 2 Fm = = 1200 lb + 0 lb = 600 lb

Applied Torque: Ta = Faa = 600 lb x 2 in x sin20 = 410.4 lb-in Tm = Fma = 600 lb x 3 in x sin20 = 410.4 lb-in

Sf = kload x ksize x ksurf x ktemp x kreliability x Se A95 = .05 bh = .05 x 1in x 6in = 3in2 (non-rotating) d equiv =
A95 .0766 = 1.98 in

for.3in d 10in

Size Factor: k size = .869 d .097 = .81 Surface Factor:

b k surf = aS ut ; as forged

k surf = 272 x (572)-.995 = .491 k temp = @ 600C = .549 (we choose the maximum value of temp. because the heat in the chamber) k reliability = @ 99.9999 = .62 Sf = 1 x .81 x .491 x .549 x .62 x 286 = 38.72 MPa

We used this fatigue master diagram for our chosen material and with it we have S m and Sa for bending force assuming that connecting rod with piston are at end of combustion , therefore, no pressure ejected, so Pmin = 0, and forces of amplitude and mean are equal. Also we decided to design for infinite life (107 cycles):

Schematic FBD of our assumption:

For 82 ksi Hardened Aluminum: Sf =

q=
a

= .131
= q=

1 1+ a r

1+

1 = .84 .131 .5

qf = 1 +q (kt -1) For Kt of bending:

Bending:
H 1.5 = = 1.5in h 1 r .5 = = .5in d 1

KT = 1.38

For Kt for torsion: In this case we analyze as a rectangular piece, not like a bar,

Torsion:
D = 1.5in d r .5 = = .5 d 1

KT = 1.18 Kf bending = 1 + q (kT -1) = 1 + .84 (1.38 1) = 1.32 Kf torsion = 1 + q (kT -1) = 1 + .69 (1.18 1) = 1.1242 From master diagram; a = 19ksi = 131.7 Mpa m = 17 ksi = 117.2 Mpa Amplitude and mean component do to bending and torsion: a = kf x a = 1.32 x 131.7 MPa = 173.9 MPa m = kfm x m = 1.12 x 117.2 MPa = 131.3 MPa
Ta r = J

a, tosion = KF, shear =

1.12 x(2.23MPa) x(1.5 ) x(.0254) 2 = 16.1MPa 3 2.07 x10

m, tosion = 16.1 Mpa Alternating/amplitude and mean Von Misses stresses:

2 2 2 a ,vm = x xy , a + y , a x , a x y , a + 3 ,a

a ,vm = 173.9 2 Mpa + 3x(16.1) 2 =176 Mpa

2 2 2 m ,vm = x xy , m + y , m x , m x y , m + 3 ,m

m ,vm = 1312 Mpa + 3 x(161.1) 2 =133.9 MPa

From S-N diagram: Sm = .9 x (572) = 514.8 Sf = .4 Sut = 228.8 log (514.8 x 106) = log(a) + (b)log x 103 log(228.8 x 106) = log(a) + (b)log(5 x 108)
log 514.8 x10 6 1x10 3 = ( b ) log = .357 = 5.7(b) 228.8 x10 6 5 x10 8

b = -.062 log(a) = log x Sm-3b log(a) = log(514.8) 3(-.062) a = 790.02 We want to design to infinite life (107) Sn = aNb Sn = 790.02 x (107)-.062 Sn = 290.8 Mpa

And final: Safety Factor:

Modified-Goodman
1

Nf = a + m S e S ut
1 = 1.2 173 . 9 133.9 Nf = + 290.8 572

We considered the situation in a 2-D behavior, so the stresses in x-direction are almost null; bending forces is the most active.

Drawings:

Discussion:

There to many things that can be writing about this project. The complication of forces acting on piston rods is a critical issue that in real life is difficult to understand. We make a lot of assumptions that with our knowledge acquired on class were almost correct. Bending and torsion stuff we understand that were the most active forces on piston rod. Is important to understand that pressure over piston can be vary by pushing gasoline or by increasing compression ratio in cylinder. Maximum forces can exceed over 20000lbf on racing cars. We pretend to design a piston rod use in normal spec cars. Some advantages will be the selection of material, in real life piston rod are make of many materials like steel, aluminum, calamine, etc. Aluminum according to our results will be the best for our design. Other advantage was some assumptions that facilitated some calculations as taking in mind that Pmin = 0, and therefore mean and amplitude stresses and torques were the same. Some disadvantages of our project are the issue of understand the acting forces, too difficult, and some errors may appears. Also the effect of friction affect calculations, we not take in count. The effect of heat is also a problem because it expands the piece a certain measurement and forces should be greater. Some suggestions will be to make a contour of the piece, with a nodal distribution. This can help us to see the effect of heat and meet some new critical areas. Others will be to analyze fatigue in misuse, bad lubrication and dirt that wear away greater the piston rod and could be broke under design stipulations. Use another material alloys will improve the life of our parts, if you have money you can spend in piston rod practically irromplible. To understand how car engine works, the times, the rotations of crankshaft, transmission, etc. improve how to understand forces on piston rod but our knowledge in automobile mechanics helps a little beat to analyzed these type of stuff.

Conclusion:

After finishing our project we have to mention a source of things that evaluate ourselves. First of all, the project is a difficult one because of the different situations acting in motor like heat. We pretend to show the force acting in static and cyclic behavior. Our chosen material is the best for many reasons; aluminum rods are popular in vehicles specially in high rpm uses. In a high performance engine we recommended to use steel rods because aluminum stretches more than steel, bearing retention is a problem. Our assumptions probably are wrong but our results prove that the project was doing well. The movement of the piston with crankshaft is rotational and ever in a same cycle, so we analyze in 2-D situation to understand best the concepts. High fatigue situations will damage the piece, cracks and notches more. The misuse, bad lubrication and high performance applications are other factors that could damage and broke the piece. In general machine course help us to visualize this type of behaviors and how mechanical issues affect our daily life. Best regards and good vacations.

References:

Metal Fatigue in Engineerin, Fuchs and Stephen, New York 1981

Machine Component Design BJ Hamrock

Handouts for the class

www.matweb.com

www.grapeoperacing.com